Quick-action triple valve.



PATENTED JUNE 7, 1904. E. A. PARKE. 4 QUICK ACTION TRIPLE VALVE;

APPLICATION FILED 00T. 13I 1903.

I0 IODEL.

I UNITED STATES Patented June 7, 1904.

PATENT OFFICE.

ROBERT A. PARKE, OE MINNEAPOLIS, MINNESOTA, ASSIGNOR TO TI-IE VVESTINGHOUSE AIR BRAKE COMPANY, OE PITTSBURG, PENNSYL- VANIA, A` CORPORATION- OF PENNSYLVANIA.

QUICK-ACTION TRIPLE VALVE.

SPECIFICATION forming part of Lettrs Patent No. 761,703, dated June 7, 1904. Application filed October 13, 1903. Serial No. 176.866. (No model.)

To a/ZZ whom t mwyconvccrn:

Be it known that I, ROBERT A. PARKE, a citizen of the United States, residing'at Minneapolis, in the county of Hennepin and State of Minnesota, have invented certain new and useful Improvements in Quick-Action Triple Valves, of which the following is a speciiication.

air-brake systems, and more particularly to what is known as quick-action triple valves in which fiuid under pressure from the trainpipe is vented to the brake-cylinder in emergency applications of the brakes.

The object of the invention is to provide an improved valve mechanism by means of which in emergency applications the flow of air from the auxiliary reservoir to the brakecylinder is at iirst momentarily retarded until the train-pipe pressure has equalized into the brake-cylinder and then communication is established between the auxiliary reservoir and brake-cylinder for allowing a rapid equalization of these pressures, thus securing/a high degree of pressure in the brake-cylinder.

a central vertical section showing one form of triple valve device embodying my improvement; Fig. 2, a face view of the slide-valve, and Fig. 3 a plan of the ports in the slidevalve seat.V I

According to the construction as shown in the drawings the valve device comprises a casinghaving a nozzle 1 for the train-pipe connection, a valve-chamber 2 in communication with the usual auxiliary reservoir, (not shown,)and a port 3, adapted to be connected to the brake-cylinder. (Also not shown.) In the valve-chamber is located the slide-valve 4, having graduating-port 5 and exhaust-cavity 6 and operated by a stem 7, carrying graduating-valve 8 and attached to the piston 9, operating in the cylindrical chamber 10. The graduating-stem 11, having spring 12, is held in the cap of the casing atthe rear of the piston-chamber. In the slide-valve seat the port 13 leads to the brake-cylinder port 3, the port 15 to the exhaust, and the port 14 to the emer- This invention relates to triple valves forthe train-pipe to the brake-cylinder.

gency-piston chamber 17, containing piston 16 for operating the emergency-valve 22 for venting iuidunder pressure from the trainpipe to the brake-cylinder. v A check-valve 23, carrying a spring 25, tending to close the same, is mounted on the stem of the emergency-valve and is adapted to close to prevent backiiow from the brake-cylinder to the train-pipe in emergency applications.

The emergency-piston 16 is provided with a downwardly-projecting sleeve 21, adapted to lit over the emergency-valve stem 26 and rest upon the collar 27, carried by said stem. A through-port 18 leads from the space above the piston 16 to a chamber in the sleeve above the end of' the stem 26, which chamber contains an auxiliary valve 2O and communicates with the brake-cylinder space beneath the piston through one or more radial ports 19. A small hole or passage is formed longitudinally throughout the length of the emergencyvalve stem 26, and this passage is enlarged at its upper end to receive the stem of the auxiliary valve 2O to guide the latter as Ait is Y moved upward tol restrict or`close the port 18 In the accompanying drawings, Figure 11s through the emergency-piston. Loosely iitted within the hole in the emergency-valve stem is a rod 24 of suiiicient length to reach `from the bottom of the spring-cavity in the checkvalve to the lower end oi' the stem of the auxiliary valve 2() and move the same upward to -its seat when the emergency-piston is pushed down to open. the emergency-valve, and the check-valve is raised by the iiow of-air from A port 28 in the slide-valve is adapted to register with port 14 when the triple valve is moved to emergency position, at which time the brakecylinder port 13 is closed, so that all the air which flows from the auxiliary reservoir to the brake-cylinder in emergencies must pass through the ports 14 and 18, the latter port being made slightly smaller to insure the descent of the piston when the air from the auxiliary reservoir is admitted through port 14 upon the face of the'piston.

The operation of my improved device is as follows: The system being charged with air at the standard pressure and the parts in normal release position, as shown, a reduction in trainpipe pressure made for the purpose of appl ying the brakes in service causes the triple piston 9 to move back and engage the graduatingstem 11, while the graduating-valve 8 is withdrawn from its seat and the port 5 registers with the brake cylinder port 13, whereby air under pressure from the auxiliary reservoir flows to the brake-cylinder until the pressure in the auxiliary reservoir is diminished slightly below that of the train-pipe, which then causes a reverse movement of the triple piston suiiicient to close the graduating-valve in the usual way. rlhe operation of the device in service applications of the brakes is therefore the same as with the present standard apparatus, since the port 14 is closed by the slide-valve 4 when in service position. When a rapid reduction in train-pipe pressure is made for an emergency application, the triple piston makes its full traverse, compressing the spring 1 2 and seating against the gasket. 1n this position of the slid e-valve the brake-cylinder port 18 is closed, while the port 28 registers with port 14, leading to the emergencypiston- As the area of port 18 is somewhat less than that of port 14 the tirst effect ot' the admission of air from the auxiliary reservoir to the face of the emergency-piston is to move the piston down, opening the emergency-valve22,where by the train-pipe pressure immediately raises the check valve 28 and equalizes into the brake-cylinder through the emergency-valve and brake-cylinder port 3. At the same time it will be noted that the auxiliary valve 2O is carried upward toward its seat by means of the rod 24, so that communication from the auxiliary reservoir to the brake cylinder through port 18 is momentarily cut oif or restricted until the train-pipe and brake-cylinder pressures have equalized, when the spring 25 immediately returns the check-valve 23 to its seat, thus permitting the descent of the rod 24 and auxiliary valve 2O and the full opening of the port 18, through which air under pressure from the auxiliary reservoir then rapidly equalizes into the brake-cylinder. By this means the iiow of air from the higher pressure of the axiliary reservoir to the brakecylinder is momentarily retarded at first, thereby allowing a greater amount et' air from the lower pressure of the train-pipe to flow into the brake-cylinder before the closing of the check-valve, and to this extent securing a higher ultimate brake-cylinder pressure in emergency applications. WV hen the triple Valve is returned to release position, the air from the brake-cylinder can escape through port 18 and also through ports 18 and 14 to the exhaust-cavity 6 of the slide-valve and to exhaust-port 15.

While I have described in detail one particular form of my improved valve device, it is to be understood that my invention is not limited thereto, but also covers various other designs ot' valve devices in which the [low ol air under pressure from the train-pipe to the brake-cylinder in emergency applications operates to momentarily retard the iiow from the auxiliary reservoir to the b1al\'ecylinder.

Having now described my invention, what I claim as new, and desire to secure by Letters Patent, is@

I1. A valve device for fluid-pressure brakes, comprising means operated by a rapid reduction oi' train-pipe pressure for opening communication Jfrom the auxiliary reservoir and the train-pipe to the brake-cyl i nder, and means operated by the Iiow from the train-pipe to the brake-cylinder for restricting or closing the communication from the auxiliary reservoir to the brake-cylinder.

2. A triple valve device for fluid-pressure brakes, comprising a movable abutment operated by variations of train-pipe pressure ior opening communication from the auxiliary reservoir to the brake-cylinder when in one position, and for opening another communication 'rom the auxiliary reservoir to the brake-cylinder when in another position, and means operated by the iiow from the trainpipe to the bralm-cylinder in emergency applications for momentarily closing the second communication.

3. A triple valve device having a graduating-port for establishing communication trom i the auxiliary reservoir to the brake-cylinder in service applications, and another emergency port or passage for connecting the auxiliary reservoir and brake-cylinder in emergency applications, a movable abutment and valve lor controlling said ports, avalve mechanism operating in emergency applications to open communication from the train pipe to the brake-cylinder, and means opiiu'ated by the iiow from the train-pipe to the luake-cylimler for momentarily closing the emergemiy-l assage from the auxiliary reservoir to the brakecylinder.

4. A triple valve device comprising a movable abutment and valve operated by variations of train-pipe pressure Jfor controlling communication from th. auxiliary reservoir to the brake-cylinder in service and in emergency applications, an emergency-valve lor venting train-pipe iiuid to the brake-cylinder in emergency applications, a separate piston for operating said emergency-valve, and means actuated by the iiow from the train-pipe to the brake-cylinder for momentarily restricting or closing communication from the auxiliary reservoir to the brake-cylinder.

5. A triple valve device comprising an emergency piston and valve for venting train-pipe Huid to the brake-cylinder, a port or passage for establishing communication from the anxiliary reservoir to the emergency-1)iston chamber and the brake-cylimler, a valve and movable abutment operated by a sudden or rapid lOO IIO

reduction of train-pipe pressure for opening said port, and means actuated by the flow from the train-pipe to the brake-cylinder for momentarily closing or restricting the communication from the auxiliary reservoir to the brake-cylinder. Y

6. A triple valve device comprising an emergency valve and piston operated by auxiliaryreservoir pressure for venting train-pi pe fluid to the brake-cylinder in emergency applications, a port through said piston for supplying fluid from the auxiliary reservoir to the brake-cylinder, and kmeans operated by the flow from the train-pipe to the brake-cylinder for momentarily restricting or closing said port.

7. A triple valve device comprising an emergency-valve for venting train-pipe fluid to the brake-cylinder, an emergency-piston operated by auxiliary-reservoir pressure for opening said valve and having a through-port, an auxiliary Valve for said port, and means actuated by theflow from the train-pipe to the brakeoylinder for controlling said auxiliary valve.

8. A triple valve device comprising an emergency-valve for venting train-pipe fluid to the brake-cylinder, an emergency-piston operated by auxiliary-reservoir pressure Jfor opening said valve and having a through-port, an auxiliary valve for said port, a check-valve in the passage leading from the train-pipe! to the brake-cylinder, and a rod actuated by the movement of the check-valve for operating the auxiliary valve.

In testimony whereof I have hereunto set my hand.

ROBERT A. PARKE. Witnesses:

RICHARD PAUL, C. G. HANsoN; 

